Bridge



v 2 Sheets-Sheet 1.

(No Model.) I W. E. WOODBRIDGE.

GAR FENDER. No. 546,798. PatentedSe LZ l, 1895.

ANDREW IGRMIAM. PHOTO'LITNOWASIHNGION D G,

(No Model.) 2 SheetsSheet 2.

' W. E. WOODBRIDGEJ CAR FENDER.

No. 546,798. Patented Sept. 24, 1895.

NITED STATES- Farce.

PATENT CAR-FENDER.

SPECIFICATION forming part of Letters Patent No. 546,798, datedSeptember 24, 1895.

Application filed May 17 1895. Serial No. 549,653. (No model.)

To all whom it may concern.-

Be it known that I, WILLIAM E. W001)- BRIDGE, a citizen of the UnitedStates, residing at Washington, in the District of Oolum-' bia, haveinvented certain new and useful Improvements in Oar-Fenders, of whichthe following is a specification.

This invention relates to certain new and useful improvements in fendersor safety devices for cars and other similar vehicles; and it consistssubstantially in such features of construction, arrangement, andcombinations of parts as will hereinafter be more particularlydescribed. In a large proportion of the cases in which a fender isneeded for the protection of persons from injury'or death by the actionof a moving car the person is struck while upon his feet and in a nearlyerect position. It is conceded to be necessary that the first resistanceof the fender as it strikes the person should be applied to the lowerpart of his person, not much above his feet. However rude or gentle thisaction of the tender in its collision may be, its efiect in moderatingthe shock to be encountered by the mass of the body above the point offirst contact is very small. The result of this shock and the reboundfollowing it have many times been fatal.

It is the principal object of this invention to supply the means ofovercoming the violence of the shock just mentioned and of preventinginjury.

Other objects will also more fully hereinafter appear when taken inconnection with the accompanying drawings, in which- Figure 1 is a frontview of a car-fender constructed and arranged in accordance with myinvention; and Fig. 2 isa side elevation thereof, the full linesindicating the normal position of the cradle and its suspension-springs,and the dotted lines representing the position assumed by the cradlewhen resistance is met only at the forward and lower part of the fender.Fig. 3 is a similar view to Fig. 2, representing in full lines thepositions to which the suspension-springs and cradle are carried when aheavy object is encountered, the normal positions of said parts beingshown in dotted lines. Fig. 4. is an enlarged side view in detail of thes pring-operated retaining-flap, and Fig. 5 is also an enlarged detailplan view of said retaining-flap, showing more clearly the connectionsthereof with the arms of the cradle. Fig. 6 is a detail side view of thecradle proper, showing the resilient abutting arms thereof, whichco-operate with similar arms formed with the suspension-springs. Fig. 7is also a detail side view of the suspension-springs, showing therelative arrangement of the abutting arms, which co-operate with thoseof the cradle. Figs. 8 and 9 are views in detail of certain parts whichwill be more specifically referred to hereinafter. Fig. 10 is a View inside elevation of a modification in the construction and arrangement ofthe cradle, together with the devices by which the same is suspended.

' In carrying my invention into efiect, while I may employ any suitableform of cradle, I preferably resort to the construction such as isherein shown and which consists of a number of downwardly-curvedspring-arms l, which, while capable of being formed in several differentways, are so arranged herein as to constitute double spring-arms, whichare formed from a single or continuous piece of wire of sufficientthickness and'strength and which are suspended in a manner to bringtheir lower curved portions a suitable short distance above the ground,so as to operate to pick up a body or object which may be encountered onthe track or bed over which the car travels. In order that my inventionshall operate as intended, I employ what may betermed a main point ofsuspension for the entire fender apparatus, while the point ofsuspension of the cradle proper is an intermediate one, and the effectis such that when an object is struck only by the lower part of thefender the immediate points of suspension of the cradle only willbeaffected, whereas when a heavy object is encountered higher up by thefender the main suspension-springs are brought into play, and in eithercase the object is lifted gently from the ground and the resistance andreaction of the devices are such as to prevent the object from againbeing thrown oif, as very often occurs with other forms of car-fendersat present in use. In order that the devices shall operate as set forth,it is furthermore desirable that the suspension-springs of the apparatusshall be of greater strength, and this is provided for by constructingsuch springs of a little heavier material than that employed for thecradle. Thus, as will be observed on reference to Figs. 1 and 2, thearms of the cradle extend upwardly for a suitable height and are coiledseveral times at the points 3, so as to furnish an independentspring-support therefor; and after being so coiled around the wire isextended upwardly, so as to constitute intermediate abutting arms 4:,which cooperate with arms of the suspension-springs, as will hereafterbe explained. The intermediate or independent support for the cradleshould be as light as possible, and while I might employ any suitabledevices therefor, such as light rods passing through the coils of thearms, I preferablymount the coils 3 upon independent short sections oflight tubing 5, the ends of the tubing being joined together by means offlexible links, such as chains 7, which are held in place by means ofsuitable ribs or pins 8, which are inserted through the walls of thetube-sections and secured therein. Instead of this form of connection itis evident that various other forms could be resorted to with equaleffect, it being the main purpose to make the independent support forthe cradle as light as possible and to combine a certain amount offixedncss of the support and yet to render the same of a yieldingcharacter whenever an object is struck or encountered by that portion ofthe fender. From this it will appear that instead of uniting the ends ofthe tube-sections by chains suitable springs could be employed as theconnecting-links, and in fact a great many different forms of connectionmight be employed.

\Vhile various forms of suspension-springs could be resorted to, I haveespeciallydevised the construction herein shown, which consists of thesprings 9, extending downwardly at an inclination with respect to thefront of the dashboard of the car, and which are formed into coils 10,which fit upon the sections of tubing 5, as shown in Fig.1,and attheirlower forward portions they are bent or turned upwardly toconstitute abutting arms 12, through which pass the abutting arms 1- ofthe cradle, and these two sets of arms interact and co-operate in suchmanner that when an object is encountered or struck the effect will bevery yielding or elastic, while the cradle proper is permitted to swingforward upon its own support, so as to prevent the injurious effect ofrecoil. The said suspensionsprings are likewise formed at their upperportions with a number of coaxial coils 13, through which is passed asuitable supporting-rod 15, the ends of the latter, as well as thecentral portion thereof, being held or supported by suitable brackets17, although it is evident that any other preferred manner of supportcould be used instead. After being coiled at 13 the wire of which thesaid suspension-springs are constituted is carried downwardly and formedat 18 into loops abutting against rod 20, which likewise has itssupports or bearings in the lower extremities of the said brackets 17.It will thus be seen that while the cradle is constituted of a series ofdownwardly-turned arms, which alternate with upwardly-projecting armsconstituting abutments, the said suspension devices above mentioned arealso constituted of anumber of abutting arms cooperating with those ofthe cradle combined with intermediate or alternating suspension-arms,together with downwardly and rearwardly extending resistance-arms 25.lVhile the suspension devices could be made up of separate springs orsections, it is preferred to construct them of a single or continuouspiece of wire a little heavier than that of which the cradle iscomposed. The brackets 17, above mentioned, are of any preferred shape;but preferably they are formed with pintles 26, which are received insockets 27, secured in any suitable manner to the front part of the car.

In order to avoid the tendency when an object is struck to throw theobject from the cradle, I preferably employ some form of friction devicesupported between the rod 20 and the tube-sections 5, either at the endsor other suitable points, and while these devices may be constructed indifferent ways I employ the link 30, which, as herein shown, consistsof: arms 31, each provided with an eye 32 for suspending the linkbetween thetubing and rod, and the inner faces of the lower ends of saidarms are formed or provided with frictiondisks 33. The said arms arefastened together at their lower ends, which form disks, by means of arivet or a screw 35, by which the degree of friction between the disksof the arms is easily regulated. Whenever a comparatively heavy andelevated object is struck-as, for instance, a standing person thecradle, together with its suspension devices, will be carried to ortoward the position indicated in full lines, Fig. 3, the effect of thefriction devices being to retard the movement. of the cradle and tocauseits return or outward movement to take place comparatively slowlyand without undue force or shock. If desired, the friction maybe such asto altogether prevent the return of the springs after compression untilthey are purposely drawn forward into their normal position. In this waythe object struck will be caught and retained in the cradle instead ofbeing thrown therefrom, as might be the case if the reactionary effortof the cradle or its suspension devices were very great. The saidfriction devices also prevent the cradle from being carried outwardlytoo far; but instead of employing the friction devices for thisparticular purpose a suitable chain could be employed-such, forinstance, as is shown in the modification, Fig. 10.

\Vhile the arms of the cradle, without be ing connected at their lowerends, might operate to pick up the object when struck,lpreferably employspecial positively operating devices for this purpose with a view topreventing injury by the collision, and while I can construct the samein many different ways I prefer the construction constituting aretaining-flap set forth and shown more particularly'in Figs. 4 and 5.In said figures, 40 indicates a curved sheet-steel hinged plate, whichis cut out or slotted at 41 and has its lower edge turned over at 42 toform bearings which surround the lower end of the curved arm, it beingunderstood that a plate is employed for each pair of wires constitutinga downwardly-curved arm. The connecting portion of the wires forming anarm is provided with a spring 45, one extremity 46, of which rests orbears upon a wire or rod 47 secured to the cradlelengthwise thereof,while the other extremity thereof (indicated at 48) bears or exerts apressureuponsaid plate, the tendency being to maintain the curved platesomewhat outward of an upright position. The extent of the motion of theplate is controlled by the extensions 52 of the plate 40 coming incontact with the arms 1. Connecting the several plates so as to form acontinuous or unbroken front to the lower end of the cradle is a stripof leather or other stout flexible material 50, which is secured inplace by means of rivets 51, passing through the same and throughopenings formed in the several plates of the series. This construction,which affords a good deal of flexibility and yielding under the stressof a collision and offers relatively broad surfaces of contact of acharacternot likely to have an abrasive action, is believed to avoid, sofar as practicable, injury to the person received into or upon thecradle. If desired, I may employ in the bottom of the cradle a suitableWire mat, (indicated at 60;) but it is obvious that said mat is not anessential to the operation of my improved device.

The height at which the fender should be placed above the track willdepend in some degree upon the question of the employment of an adjunctfender placed at a short distance in front of the wheels, a propositionwhich now receives approval, and may be determined according to specialdemands without affecting its operation. In like manner theconfiguration of the cradle may be changed to meet requirements, theprinciples of its construction-remaining the same.

In the modification shown in Fig. 10 the wires of which the cradle isformed are con.- tinuous from the intermediate point of suspension 3,where they form a series of coaxial coils up to the point of suspensionat 13', where they form coils about the suspension-rod 15, and thencedescend in loops, such as previously described, to the forward side ofthe rod 20, against which they rest. This continuation of the cradleproper, constructed as described, forms a series of springs Which areprevented from opening beyond a desired distance by means of chains, asshown in Fig. 10, or by means of the friction-links already described,as shown in Figs. 2 and 3. p The supporting-rod 15' is held by the arms50, hinged to the bracket 17, as shown at 16'. The forward motion of thesaid arms and of the supporting-rod which they carry is restrained bythe continuation of the arms downward to the rod 20, against which theyrest. In this particular instance I may, if desired, employ thetube-sections for the intermediate support of the cradle. proper, or Imay employ a very light rod 54:, and said rod passes through the coils53' in precisely the same manner. In other respects the construction isthe same, and it is thought the same will be fully understood. As thusconstructed and arranged, it will be seen that when a person in astanding position is encountered by the fender he is received upon itwith moderated shock, both as regards first contact and the immediatelysubsequent more severe collision checked by the yielding suspensionapparatus from which the cradle proper depends, the efficiency of thislatter being in nowise impaired. In this way a yielding resistance isafforded and the object retained in the cradle. If the object struck isof considerable weight and elevated above the track, the springs whichconstitute the suspension devices will yield and the parts will becarried to the positions shownin full lines in Fig. 3. In either casethe reaction is not sudden and the outward return movement of thecradle, as Well as its co-operating devices, is limited by reason of theconstruction and arrangement of devices herein explained.

.It is apparent that the various details of my improved apparatus may bealtered or changed in many immaterial respects, and therefore it is tobe understood that I do notlimit myself in such respect.

I claim- 1. A car fender comprising suspension springs resilient in thedirection of the motion of the car, a suspended swinging cradlesupported by said springs, and intermediate co operating abutting armsbetween said springs and cradle, substantially as described.

2. A car fender comprising suspension springs having coils alternatingwith upwardly projecting arms, and a cradle provided also withalternating coils and arms, the two sets co-operating, substantially inthe manner shown and described.

3. A car fender comprising suspension springs having coils alternatingwith upwardly projecting abutting arms, a cradle provided also withalternating coils and arms, and tube sections passing through both setsof coils and united at their ends by links, substantially as described.

4. A. car fender comprising suspension springs having abutting arms, aspring cradle having abutting arms co-operating therewith, and afriction link interposed between the points of suspension and therearward bearing of the suspension springs, substantially as shown anddescribed.

5. A car fender comprising downwardly curved arms, plates hinged to saidarms, a flexible strip connecting the plates, and springs exerting anoutward pressure upon the plates, substantially as shown and for thepurpose described.

6. A car fender comprising a cradle and a retaining flap attached to itslower front edge, said retaining flap being constituted of bent platesforming a hinged attachment to the front of the cradle, and of aflexible band extending along the front of the cradle and connecting thehinged plates, substantially as described.

7 A car fender comprising a cradle, curvedplates having their loweredges turned over to form bearings through which the arms pass, springscarried by the arms and having their bearings between the plates and anindependent longitudinal rod, and a leather strip extending along thelower edge of the cradle and secured to the plates, substantially asdescribed.

8. In a car fender, a friction link interposed between parts of the samewhich react upon each other in its operation, substantially asdescribed.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

WILLIAM E. XVOODBRIDGE.

Witnesses:

F. L. FREEMAN, W. C. DUVALL.

